Automobile control



Oct. 2, 1945. G. M. GARY AUTOMOBILE cou'rRoLs 2 Sheets-Sheet 1 Filed Sept. 29, 1943 Oct. 2, 1945. G. M. GARY AUTQMOBILE CONTROLS Filed Sept. 29, 1943 2 Sheets-Sheet 2 jlwwm GEORGE/7- GAR? Patented Oct. 2, 1945 UNITED STATESlPATFiNT OFFICEv 2,385,982 AUTOMOBILE CONTROL George M. Gary, San Diego, Calif. Application September 29, 1943, Serial No. 504,323

- 4 Claims. ((1180-82) vide a safety mechanism for a motor vehicle,

which functions as soon as the operator of the vehicle relaxes his grip upon the steering wheel, to apply the brakes and. to shut ofl the supply of fuel to the vehicle motor.

Another object of the invention is to provide a safety mechanism for a motor vehicle, designed to effect the complete and prompt stopping of the vehicle if the operator thereof should relax his hold upon the steering wheel, by the transmission of power from the propeller shaft of the motor vehicle to the brakes to effect the applying thereof and to a control unit for shutting off the flow of gasoline to the motor, such power being taken from the propeller shaft behind the transmission so that if the vehicle continues to move out of control after the motor has stopped the application of the brakes will still be effected.

A further object of the inventionis to provide in a motor vehicle safety control mechanism of the above described character, a means whereby the brakes will be applied and released intermite tently until the vehicle has been brought to a full stop so that, if the vehicle happens to be moving at a high rate of speed when the driver loses control thereof, there will be no danger to the occupants of the vehicle through the sudden application of the brakes.

Still another object of the invention is to provide in a motor-vehicle safety control mechanism of the character stated, a means for indicating audibly when the driver has relaxed his grip upon do not depart from the scope of the invention as expressed in the appended claims.

In the drawings- Figure 1 shows in plan a portion of the chassis of a motor vehicle showing the application thereto of the control mechanism constituting the present invention.

Figure 2 is a view partly in plan and partly in section, on an enlarged scale, of the control mechanism as illustrated in Figure 1 minus the fuel control valve and actuating means therefor.

Figure 3 is a diagrammatic view illustrating the electiiic circuit control means upon the steering whee Figure 4 is a detail section taken on the line 44 of Figure 3.

Figure 5 is a circuit diagram for the control mechanism.

Figure 6 is a view in perspective of the fuel line control valvev and ,actuating means therefor.

Figure 7 is a sectional view taken substantially upon the line 1-1 of Figure 2.

Referring now more particularly to the drawings the invention is illustrated in plan in Figure 1 in association with a conventionally shown or illustrated motor vehicle chassis which is designated lo and those parts carried by the chassis which must be referred to in order to set forth a clear understanding of the invention and its is rockably supported upon thechassis in accordance with certain forms of motor vehicle brake mechanism, such rock-shaft being actuated by a foot brake 'rod l8 which is connected at its rear end to the lever I! which in turn is attached to the beam IS.

The numeral l8 designates the fuel tank for the vehicle and the numeral l9 designates the pipeline leading from the fuel tank to the engine fuel pump and carbureter, etc., not illustrated.

In accordance with the present invention there is mounted upon the chassis or' upon the rear of the transmission-housing l2, 9. suitable gear casing 2|! in which-is mounted the bearing post 2| which supports two horizontally disposed, spaced parallel shafts 22 and 23.

The shaft 22 extends through the inner side wall of the gear casing 20 toward the driveshaft l3 and carries upon its inner end, by

which is meant the end nearest the drive-shaft .|3, a gear 24. which may be of the bevel type.

The gear 24 which iscarried by the short or stub shaft 22, is in mesh or permanently operatively coupled with a corresponding gear 23 which is carried upon the drive or propeller shaft. If desired a suitable housing. or enclosure may be provided for these gears 24--25, such enclosure bein designated 28.

On the stub shaft 22 and within the casing 20, a bevel or miter gear 21 is mounted and adjacent to this gear 21 there'is mounted upon the adjafcent or associate shaft 23, a corresponding bevel gear 28.

The bevel gear 28 is keyed to the shaft 23 to have .limited sliding movement thereon and a means is provided, in the form of a spring 29, for constantly urging the gear 28 to move axially out of engagement with the adjacent gear 21.

Upon the opposite side of the movable gear 28 from the control spring 28, this gear has associated therewith a shift yoke collar 30.

The shaft 23 is rotatably supported in the outer side wall of the casing and adjacent this outer side wall of the casing there is mounted upon and secured to the shaft 23, a spur gear 3|.

Extending transversely of the chassis and through the gear casing 23, is a fuel line valve actuating shaft; 32, suitable bearings being provided in the opposite side walls of the casing 23 for the steady support of this shaft.

Within the gear casing 20 the valve actuating shaft 32 carries a spur gear 33 which is in substantially the same plane as the gear 3|, the axes of rotation of these gears being parallel.

The numeral 34 designates a valve in the gasoline or fuel line l3. This valve is provided with a control stem having an inner portion 35 terminating in a laterally extending finger 38, and an outer portion 31 having-a suitable lever means in the formof a wheel 38 or the like by which the stem may be turned from the outer side of the chassis for the purpose of opening the valve when desired.

The shaft 32 is aligned with the control stem of the valve 34 and terminates at one end in close proximity to the portion 38 of the valve stem where it carries an L shaped fin er 39, the short lateral extension 4|! of which is so positioned that when the shaft 32 is rotated such extension will move around in the path of rotation of the finger 36 of the valve stem to engage such finger and turn the valve in the desired direction to effect the closing of the valve.

Extending longitudinally of the chassis through the gear casing 20 and through the front and rear.walls thereof; is a toothed bar or rack bar 4|. The ends of this bar are mounted in suitable bearings to permit the smooth longitudinal movement of the bar back and forth and upon the outer side of each of the front and rear walls, there is mounted a tubular housing 42 which receives the adjacent end of the rack bar 4|.

Each of the tubular housings 42 encloses a tension spring 43 which is suitably operatively coupled between the adjacent end of the rack bar and the adjacent wall of the casing to resist the movement of the rack bar out of a prescribed position. The springs 43 oppose one another so that the rack bar is constantly maintained, when the mechanism is not operatin in a position with respect to the gears 3| and 33 where power may be readily transmitted through the gear 3| from the shaft 23 to the bar to shift it in one direction and such power transferred from the bar to the gear 33 to rotate the shaft 32.

While the forward end of the rack bar is completely enclosed in the spring casing 42, the rear end of this bar has operative connection through a suitable couplin means such as a cable or rod 44, with an actuating lever 45 carried by the brake beam l5 so that when the toothed bar or rack 4| is moved forwardly the brake beam II will be rocked to apply the brakes.

Mounted within the casing 20 in a suitable manner adjacent the rack bar 4| is a two-way or single pole, double throw switch indicated generally by the numeral 48 and having the movableor center contact 41 and the opposite fixed contacts 43 with one or the other of which the movable contact 41 is adapted to engage when shifted in either direction from its central or neutral position.

Connected with the movable center contact 41 of the two-way switch, is a stem 49 which may be of any suitable character or in any manner suitably arranged to be engaged by the spaced fixed stops in which are carried by the rack bar and between which the stem 48 is disposed.

Mounted within the casing 20 are two opposed electro-magnets 5|, the spaced cores of which are indicated at 42. Each ofthese magnets is grounded upon one side and is connected at its other side by a wire 53 with one of fixed terminals 48 of the control switch 46.

Mounted within the casing 20 upon a pivot 54 which is disposed in a plane passing midway between the magnet cores 52, is an oscillating armature 53 which carries a yoke arm 56 which terminates in the yoke 51 which is operatively engaged with the sliding gear collar 30. Spring 28 is tensloned so that when the two magnets are deenergized it will shift the sliding gear 28 so as to center the armature 55 between the magnet core and in such position the gear 28 will be out of connection with the gear 21. When one of the magnets 5| is energized so as to attract the armature 65 the gear 28 will be shoved over on the shaft 23, against the tension of spring 29. int: toothed connection with the gear 21 so as to operatively couple the gears 22 and Him the transmission of power from the propeller shaft |3 "tc the gear 3| and when the other magnet is energized the armature will be oppositely attractec' so as to disengage the gear 28 from the gear 21 such movement being assisted by the tensionec spring 29.

The motor vehicle steering wheel is generally indicated by the reference numeral 58 and i: provided in its under side with a channel 5! in which is mounted a plurality of spaced switcl terminals 60 and, between these spaced terminals the elongated shiftable current conductors 8 which are adapted to bridge the space betweer two adjacent terminals 60 to carry the curren across from one terminal to the other. Thea conductors have the angled inset end portion. 82 which engage under the fixed terminals BI and limit the outward movement of the shiftabll conductor in addition to forming the desire electrical connection with the fixed terminal Such outward movement of the shiftable conduc tor is urged by springs 63 interposed between th shiftabie conductors and the body of the steerini wheel as illustrated in Figure 4. These shiftabl conductors form a plurality of means of break ing an electric circuit in which is connectei the control switch 48 and a buzzer or other soun' making means, which is indicated generally b the numeral 64. As shown these units are connected in series with thevehicle battery 85. through the ignition switch 68.

The present safety control device will not operate to set the vehicle brakes or to close the fuel line valve 34 unless the vehicle is in motion, consequently when the operator turns on the ignition switch no part of the apparatus will function except the sounding device 64 and this will be shut off as soon as the operator grips the steering wheel so as to depress one of the shiftable conductors 6| of the steering wheel switch.

. The normal position of the valve 34 is open and the normal relation of the gears 21 and 28 isseparated and the springs 43 will keep the rack bar H in a position where the brake lever 45 will be off.

If during the operation of the vehicle thedriver should for any reason whatever relax his hold upon the steering wheel so as to close the steering wheel switch the circuit to the sounding signal 64 will be closed thus notifying the driver or other persons in the vehicle that the driver has relaxed his grip upon the steering wheel. The circuit through one of the magnets tatory motion will be transmitted from the constantly turning shaft 22 which is operatively coupled with the drive shaft l3. through the shaft 23 to the gear 3| which will effect the forward movement of the rack bar. This will apply the brakes and will at the same time rotate the gear 33 and the shaft 32 connected therewith so as to turn the finger 40 into connection with the valve stem finger 36 for the rotation of the valve stem in a desired direction to close the valve. This will shut off the flow of fuel to the vehicle ongine, effecting the stoppage thereof. The continued forward movement of the rack bar will continue before the brakes are completely or tightly applied, to bring one of the switch actuating lugs 50 into engagement with the "switch element 49 to effect the movement of the shiftable contact of the switch over to electrical engagement with the other fixed terminal. Thus the magnet which had been energized and which oscillated the armature in the direction to shift the gear 28 into connection with the gear 21, will be de-energized and the opposing magnet will be energized so as to oppositely move the armature and shift the gear 28 back out of engagement with gear 21. As soon as this driving connection is broken the springs 43 will shift the rack bar 4i back to its original position thereby relaxing or releasing the brakes and returning the shiftable contact of the switch 46 into electrical engagement with that fixed contact with which it was first connected so as to re-energize the originally energized magnet. By this means the gears 21 and 28 will again be brought together and if the vehicle is still moving the necessary power will be transmitted through the drive shaft l3 to again move the rack 4| forwardly and again apply the brakes. This alternate energization of the two magnets will continue so as to alternately apply and release the brakes, until the vehicle has been brought to astand-still, the fuel line switch 34 meanwhile remaining closed.

When it is again desired to start up the vehicle the valve 34 can be opened by means of the hand wheel or lever 38 and, although the gears 21 and 28 will remain connected together or, if not connected, will be re-connected when the ignition switch is turned on, they will become disconnected as soon. as the circuit is opened by the grasping of the steering wheel since the controlling magnet will then be de-energized and the spring 29 will shift the gear 28 back until the armature 55 is centered between the two magnets.

1. In. a motor vehicle having brakes, a drive shaft, 8. fuel line valve and a steering wheel; a safety control mechanism comprising a gear operatively connected with the drive shaft, a power shaft, a gear keyed to and slidable on the power shaft for operative connection with the first gear, a reciprocable brake actuator, a continuous driving connection between said shaft and said actuator, means for effecting the closing of said valve, a continuous driving connection between said means and the power shaft, an electrical shifting means operatively connected with said sliding gear for effecting the movement of the sliding gear into connection with the adja-' cent first mentioned gear, control means carried by the steering wheel for governing the energization of said electrical shifting means, said electrical shifting means including an electrical element which when energized functions to effect the disconnection of said gears, a reversing switch controlling the flow of electric current to said electrical means, and means actuated by said power shaft for operating said control switch to effect the flow of current alternately to the electrical shlf ting means whereby the power shaft will be intermittently operated.

2. In a motor vehicle having a drive shaft, brakes, a fuel supply line and a steering wheel, a safety control mechanism comprising a power take on shaft connected with the drive shaft, a

gear carried by the power take off shaft, a

driven shaft rotatably supported adjacent the power take off shaft, a gear keyed to the driven shaft and slidable thereon relative to the first gear, a control valve for said fuel line having a control stem, a valve actuating shaft having an end disposed adjacent said stem, means carried by the last mentioned shaft for engaging and turning the stem when the last mentioned shaft is rotated in one direction, a rack bar disposed transversely of the driven shaft and the valve control shaft and having operative connection with said brakes, a gear means connecting the rack bar with the driven shaft and. valve shaft whereby rotary motion imparted to the driven shaft from the power take off shaft will efiect the movement of the rack bar in a direction to apply said brakes and to turn the valve shaft for the shutting off of the valve, electrical control mechanism under operative control from said steering wheel for effecting driving connection between the shiftable gear and the first gear, said electrical control mechanism comprising a pair of-opposed electronagnets, an armature common to'=said magnets and mounted for movement by each magnet when the magnet is energized, means connecting the armature with the sliding gear whereby movement of the armature by one magnet will effect engagement of the slidarmature by the other magnet will effect disengagement of the sliding gear from the first gear,

3. An electrically controlled power take of! mechanism for operation by a power shaft, comprising a power take of! shaft operatively coupled with the power shaft and having a gear operatively connected therewith, adriven shaft disposed adjacent said power take off shaft, .a work transmitting member operatively coupled with the driven shaft to be actuated thereby, a sliding gear mounted upon the driven shaft and adapted to be moved into operative connectionwlth the first gear, an electro-magnet, an arma-' ture for said electro-magnet having operative connection with said sliding gear, said electro-magnet when energized moving the' armature to shift the sliding gear into operative connection with the first gear, means for reversely moving the sliding'gear, said work transmitting member comprising a toothed rack, a gear connecting the rack with the driven shaft, a switch means controlling the flow of electric current to said magnet, and means carried by the rack for acniating said switch to shut off the flow of energizing current for the magnet to permit the reverse movement of the sliding gear.

4'. Apparatus for taking oi! power from a power shaft. comprising a rotatable take off shaft operatively coupled with the power shaft, a gear carried by the take off shaft, a driven shaft supported adjacent said take off shaft, a gear keyed to and slidable on the driven shaft for operative connection with the first gear, a pair of opposed electro-magnets, an armature common to said magnetsand mounted for movement relative to each magnet, an operative connection between the armature and the sliding gear whereby the armature when moved by one magnet will shift the sliding gear into connection with the first gear and when moved by the second magnet will shift the sliding gear out of connection with the first gear, means for controlling the fiow of energizing current to said magnets, a reciprocable toothed rack bar, a gear connection between the rack bar and the driven shaft, and spring means 

